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(No Model.)

T. P. WHELAN.

THREE WAY SPLIT SWITCH.

No. 351,417. Patented Oct. 26, 1886.

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UNiTnD STATES THOMAS P. \VHELAN, OF CLEVELAND,

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OHIO, ASSIGNOR OF TlVO-THIRDS TO XVILLIAM GEARIETY AND EDWIN S. HEXRY, BOTH OF SAME PLACE.

TH REE-WAY SPLlT SWITCH.

SPECIFICATION forming partof Letters Patent No. 351,417, dated October 26, 1886.

Application filed March 22, 1886. Serial No. 196,100. (No model.)

To aZZ whom it may concern.-

Be itknown that I, THOMAS P. \VHELAN, of Cleveland, in the county of Ouyahoga and State of Ohio, have invented certain new and useful Improvements in Three lVay Split Switches; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same. I

My invention relates to improvements in three-way switches of the variety known as a split switch, and it consists in certain features of construction, and in combination of parts hereinafter described,and pointed out in the claims.

' In the accompanying drawings, Figure 1 is a plan view of my improved three-way split switch in position for the cars to pass on the main track. Fig. 2 is a plan view showing in solid lines the switch in position connecting the front side track, and in dotted lines showing the switch connecting the rear siding. In both figures the connecting-rods are broken and the shifting-levers and frame are shown in elevation. Fig. 3 is a top plan of the leverframe.

A represents the main track, and B and B the side tracks. Frogs O are arranged in the main track on either side, as shown, so that the main track always remains unbroken.

D and D are what are known as split rails, being in the main ordinary rails with their ends (1 split or sheared off obliquely in a 1011- gitudinal direction and on a vertical line, so that these ends are wedgeshaped, the beveled faces being on the side next the adjacent frogs. The split rails are hinged at d, in the usual manner, by means of chairs; or these rails may be sufficiently long so that the rear ends may be fastened rigidly, such rails having sufficient spring or elasticity to allow the parts to move the limited distance required in operating the switch.

F are guard-rails of the ordinary construction. Oonnectingrods e and a couple the respective rails D and D with the lower end of the respective levers E and E. The levers are pivoted at g to the frame G. The upper portion of this frame G has slots G, between which the levers operate, and notches g, for

holding the levers in the different positions required in operating the switch. lVhen the main track is open, the rails D and D are held against the guard-rails F, as shown in Fig. 1, the two levers standing side by side in a vertical position at the middle of the slats G. If the forward siding is to be used, the rail D is moved against the adjacent frog, as shown in solid lines, Fig.2. If the rear siding is to be used, the rail 1) is moved against the frog, as shown in dotted lines, in which case the rail 'D is left bythe side of the guard-rail. A chain or link, H, connects the levers E and E, so that they can be separated only far enough to move 6 one split rail at a time. If, therefore, for instance, the rail D was in position against the frog for the front siding, and it was desired to use the rear siding in drawing the rail D against the frog, the rail D would be moved 0 back against the guard-rail, by which arrangement, whenever the main track is closed, one

or the other of the switches will be in position to receive the train. lVith the ordinary split switch the split rails are coupled together,and 7 one side of the main track is broken when the switch'is in use.

\Vith such construction, atrain coming from the direction in which the side tracks extend and running into the switch when the latter had been placed for the side track, the train would be likely to go onto the ground, themain track beingbroken. If, however, this did not occur, if the train should stop and back up, or if another train should immediately come from the opposite direction, the split rail having been pried away from the track by the wheeLfianges, the train moving in the reversed direction would be sure to go onto the ground.

lVith my improved construction, the main track, as aforesaid, being never broken, if a train should run into a switch, asin the before-supposed position of the parts, the point of' the spilt rail would of course be pressed away from the frog and the train would pass 5 onto the main track unharmed, and if the train should back up it would either go onto the side track or keep on the main track, according to which side of the split rail the wheelflanges passed but in either case no harm would be done.

My improved switch is no more expensive than ordinary split switches, and it is thought that its adoption will prevent many accidents.

What I claim is 1. In a three-way split switch, the combination, with frogs at the union of the side track and main tracks, arranged substantially as indicated, of split rails connected with the respective side tracks, levers, and connectingrods for moving the split rails to and from the frogs, a link, chain, or suitable device for connecting the shifting-levers, and arranged substantially as described, by means of which but one split rail at a time can be moved against the frog.

2. In a three-Way split switch, the combination, with a main track, side tracks, frogs, and guardrails, arranged substantially as indicated, of so-called split rails connected with the respective side tracks, shifting-levers, and

connecting-rods for moving the respective split rails, a'link, chain, or suitable device forv connecting the shifting-levers to limit the divergence of the split rail, substantially as set forth.

3. In a three-way switch, the combination,

with a main track, side tracks, frogs, and split rails, arranged substantially as described, of shifting-levers and connecting-rods for the respective split rails, a link or chain for connecting the levers, and atwo-way frame for support THOMAS P. \VHELANL W'itncsses:

(inns. H. DORER, ALBERT E. LYNCH. 

